Railroad-crossing-gate control



Nov. a, 1925. 1,559,977

l. S. OHAVER RAILROAD CROSSING-GATE CONTROL Filed Oct. 250' 1924. 3 Sheets-Sheet 1 HIS ATTOR EY l Nw. a, 1925- I. S. OHAVER RAILROAD CRO-SSING GATE CONTROL Filed Oct. 30 1924 3 Sheets-Shut 2 mvENToR SOHQVER' Isaac.

Patented Nov. 3, 1925.

ISAAC-S.v OHAYER--OF INDIANAPOLIS, INDANA.

RAILROAD-CROSSING-GATE CONTROL.

Application filed October 30, 1924;. Serial No. 7463786.

To all whom t may concern: y Be it known that LISAAC S. OHAvnr.,.a citizen of the United States, residing at Indianapolis, in the county of, Marion and State of'lndiana, have invented certain new and useful Improvements in Railroad-Crossing-GateControls, of which the following/is a specification.

My invention relates to railroad crossing gate controls, vand more particularly to railroad crossingvgate controls which are automatically operated by motion of trains or other rollingv stock in respect to, its direction rof travel, and consists substantially in the construction, combination and arrangement 'of parts hereinafter setl forth and pointed out-more particularly in the claims.

An object of my invention is to provide a railroad crossing gate Whichis adapted to be closed by approaching trainsor the like, and opened thereby after suchtrains have passed the crossing.v It is a further object of my inventionto provide` light signals which are adapted to be brought into use'. simultaneously with the .closing of the gates and correspondingly. put out of use by the opening of said gates,

It is also,- anobj ect oflmy invention to pro- 4 vide arailroad crossing gate control which.

will respond to the. movement oft trains or the yike, whether they are travelling forwarc ly or backwardly.

The above and.4 other objects are attained by the structure illustrated in the accompanyingl drawings, ofwhich: Figure l isa diagrammatic represent-ation of my invention as seen from the same viewpointtas a side elevation wouldbe, the line of vision` being transverse tothe railroad, considered as a whole. Fig. 2 is a reduced fragmentary plan. view of; my invention, and'Fig. 8 and Fig. 4 are detailed fragmentary views, being somewhat enlarged in respect to Fig. 1, andlexemplifying certain portions-of same, beingA taken in the proximity of lines 3 3 and L -t- Qf Fig. 2.

' Similar charactersv of reference designate 'similarpa'rts thruout the severalviews. Referring to Fig. 1,the numeralzl designates the rails'z of a conventionalrailroad, being supportedV in the usual manner by the ties 2 and. secured'thereto. by means ofthe pins 3, saidfV ties' being in turn supported by the road-bed The cross-sectional position of a typical wagon or lautoI nobile' road is indicatedv by the in Fig. 1;

The arms 6 and are pivotally supported bythe posts 8 and 9, respectively, in a conventional manner,v by means of the pivot pins 10 and 11 and the journals 12 and 13, respectively, said arms being thus supported by said` posts at a suitable distance from the rails 1, as shown inF ig. 2.

The driven sprocket wheels 14;V and 15 are axially secured to the pivot, pins 10 andy l1 and the arms 6 and 7 are operated by the. sprocket chains 16 and 17, respectively,.as illustrated in Fig. 3.

The V shaped triggers 18and- 19 .are pivotally supported along,` the railroad, preferably at considerable distancey from the crossing, and are adaptedto beoperated by corresponding trips 20, carriedv by trains for other rolling stock, said trips being. disposed downwardly for the purposeof properly engaging said triggers. In Fig., 1 is fragmentarily shown the front end ofa locomotive 21, to which said.- trips are attached', bymeans of the. bolts 22. Said trips are shown about to operate the trigger 18, the motion of said locomotivebeing in the direction indicated by. the arrow 23.

Thepivoted supports forsaid ytriggers are formedby mea-ns of the tnunnions24 and 25, respectively, which are axially secured double-dot-and-dash lines 5,

4to same, and journaled iiithe bearings 26 and 27, respectively, which are in: `turn mounted to the upper extremities of the posts 28 and 29, respectively.v rThe driving' sprocketsBO and 3l are carriediby the trunnions 24 and 25, respectively. Said sprockets are adapted toY operate the sprocket chains 32 and, respectively, 'as' illustrated-in Fig. 4..

On thev lower. portion of the post 8, beneath the wagon road surface 5, are the 'idler sprockets 3.4 and 35v which are,` both pivotally supported on said, postv by means of the pivot pin 36,` one end of-which ifs fixed to saidpost,... Likewise, the idlerwheel 37 is pivotally supported by the pivot pin 88 which is preferably locatedl inwardly of the pinl 36 in.` respect Lto the invention asia whole, as sho-Wn inlfig.v 1.

The idler wheels v39fand 4:0 arepivotally supported by the pivotpn 41 011 they lower portion of the post 9'infthe samerway the idlers 34 and .-35 are vsupported by the pivot pin 36, and the idler 'wheel 4.2 S likewise '49 of the trigger 1S.

supported by means of the pivot pin 43 in the same way the pin 88 supports the pulley 37.

The wire cable sections 14, 45, 46, and i7 are conveniently provided to connect the sprocket chains 16, 17, 32 and 33, and form with same an endless belt which is threaded in order as stated:

Beginning arbitrarily at the sprocket said belt partly surrounds sameand the lower strand entends to and embraces the -lower sidev ot the idler pulley B1 and, being wrapped about one quarter around, extends to the inner surface ot same considering the apparatus as a whole, and extends somewhat vertically to the outer portion of the driven sprocket wheel 14, being wrapped over the top thereof- Said beltextends thence downwardly to the outer rportion of the idler pulley 37 and wraps about one quarter around same, extending thence under idler pulley l0 and extending to the upper portion otl the driving sprocket 31, being wrapped about half-way around same and extending from a lower portion thereoi to a lower portion of the idler pulley 39, ombra ing same about one quarter around and thence extending to the outer portion ot the driven sprocket 15, halt circumscribing` same over the upper portion thereof and extending downwardly to an outer point olf the Ipulley l2 which it circumscribes about one quarter around. 'Saidbelt extends thence to a lower point of the idler and thence to the upper portion ot the sprocket 30. It will be observed that said belt, being thus threaded, vcrosses at the point 48, as shown in Fig. 1.

By this arrangement operation of the triggers 18 and 19 aforementioned, will correspondingly operate the gate arms 6 and' 7 by means oit the above described belt.

Referring to Fig. 1, the trip 20 has been carried in the direction ot the arrow 23 into Contact with the upwardly extending prong` Continued motion oit said trip will` move said trigger into the position indicated by the dotted lines ct Fig. 1, and the gate arms 6 and 7 will be moved into the position indicated by the dotted lines 51 and 52, respectively, and t-he trigger 19V will also be oscillated to a position indicated by the dotted lines 5S ol Fig. 1. Y

Assuming that said train has passed over the crossing, the trip will embrace the prong indicated by the dotted lines 55, meaning the prong which extends upwardly when the trigger 19 is in the position indicated by the dotted lines 53, and further movement in the direction indicated by the arrow 56, will oscillate said trigger into the position indicated by the solid lines 19 of Fig. 1.

.The gate arms 6 and 7 will be correspondingly opened and the trigger 18 will be again rotated into the position indicated by the solid lines 18 oli' Fig. 1, by which arrangement said triggers are thus automatically adjust-ed to be embraced by the trips 2O of the neXt coming train, it being understood that trains moving in either direction will operate the apparatus in the same manner, the finger 57 of the trigger 19 being adapted to be embraced by a trip similar to the trip 20, moved in the opposite direction to that indicated bythe arrowsl and 56.

In this particular example vot my invention, it is necessary to carry such trips on both sides of the train, because I have provided apparatus similar in construction and symmetrically arranged to the above described gate mechanisms on the other side oli' the railroad, the members 6A, 8A, 10A, 12^, 16A, 18A, 24A, 26A, 28A, 32A, 411A and 47A being respective to the parts, 6, 8, 10, 12, 16, 18, 24, 26, 28, 32, 44- and 47, and it ywill be obvious that a train moving, for instance, in the direction indicated by the arrows 23 and 56 of Fig.v 1, must carry a trip on each side of the track of thel railroad as a whole, in order that the trigger 18A maybe also actuated and thus operate the arms 6A concurrently with the arms 6 and `7. Itis understood that members respective tothe above described respective parts are provided (but not shown) in symmetric i thereto, on the other side of the wagon-road 5, but on the same sideoffthe railroad.

Shock absorbing stops 58 are provided to suitably restrict and stop the above described movements of the triggers 18, 18^ and 19, said stops being secured to the posts 28 and 29 by means of thebrackets 59.

The journals 12, 12A and 4'13 are secured to the posts 8, 8A and 9, respectively, by means of the 'screws 64, and the bearings 26, 26A

' and 27 are secured to the posts 28, 28A and 29, respectively, by means of the screws 65.

Open spaces indicated by the three dotand-dash lines 66 of Fig.- 1 under the wagon- Vroad 5 are provided to contain and clear the above mentioned idler pulleys and also the underground portions of lthe above described endless belt means.

The lanterns 60 and Glare pivotally supported by the arms 6, 6^ and 7 respectively, inwardly in respect to the apparatus as a whole, as shown by Fig. l2, and centrally ol saidarms as shown by Fig. 1. When said arms are oscillated into the position indicated by the dotted lines 51 and 52 said lanterns will suspend below said arms and will thus serve as a danger signal, it being appropriate to have said lanterns adapted to throw out red light or other suitable colors desired to .best carry out the signal purposes. When, however, said arms are in the open or upright position as shown by the solid lines, 6 and 7 in Fig. V1, said lanterns will have been swung on their pivots 62 and 63. respectively, by force .of ngravity and be arrangement By. this arrangement. said vlanterns will Vnot throw any `light .in .either direction `during the upward or openposition-of said arms; as the .arms .themselves will 'shut .0H ythe light coming from'said outlet. A

rPhe above mentioned prongs-of 'the trig- .i gers 18 andl9. arearranfged in .spoke-.like

manner on theliubs of l,the respective triggers and may thereforefbesaidnto :be radially arranged. .Said .prongs may therefore Y be compared to. gear teethiand Ithe `trip 2() would, .inpthat sense, be `consideredas rack .gear tooth, adapted .to .embracesaid arms accordingly.

The above mentioned idler pulleys are preferably ofthe sheave` type so that the above described belt .means may .be more definitely retained onsame.

It is obvious .that my ltrigger means 18 and 19 may .be operated by trips 2() approaching from .eitherdirectioir Furthermore, it is immaterial whether said trips are carried on trains moving forwardly or backwardly. vThis is especially .true vin view of the fact that I preferably .carry such trip means on each side of the..trains,..by which arrangement there will alwaysbe carried a tripon each sideof .such train regardless of whether such train ,approaohesthe appa-A ratus forwardly. or back-wardly.

lhile .I have...descirbed. a.. fourfgate .and trigger apparatus, it .is understood .that

a mechanism when so described-may be considered complete. -in itself, when ,comprising the apparatus onone. .side yof the railroad only'.

lVhile vI have illustrated ina general way, certain instrumentalities whichmay be employed in .carrying my invention into effect, it is evident that many modifications may be made inthe variousdetails, without departing from the scope of the appending claims, it being understood that my invention is not restricted to theparticular forms herein described.

I claim as my invention:

l. In railroad crossing gate'controls, a conventional railroad crossing gate means pivoted adjacent a railroad andwagon-road crossing, oni one side ofthe-Wagoneroad; a

vtrigger means, pivoted on the same side of said wagon-roadhaving .radially arranged prongs; anothersuch gate meansarranged on the other side .of said wagon-road; an-

other such trigger means. ,alsol arranged on the other side -of said Wagon-road; artrip means extending from trains etc.V .passing alongV said railroad, .and adapted to engage said prongs in rack tooth manner, and voscillate same; a chain belt means adapted to' transmit motion from said .trigger means to said gate means, said belt mea-iis being oppositively wrapped on .the respective `gate means and trigger means, whereby atrain vapproaching with said vtrip means in either* direction, will close said gate means thru the first engaged trigger means and open same thru the last` engaged trigger means;

and guide means-'adapted to guide said `belt means.

2. In railroad crossing .gatercoiit-rols, trip means vextending downwardly on each side of railroad trains etc. andadapted to be. carried thereby; a conventional railroad crossing gate means located adjacent a railroad and wagon-road crossing on ,one 'side of the wagon-road, and on one side ofthe railroad; a trigger means located on `the same side of said wagon-roadV and said rail road and .adapted to be'operated bythe itrip" means carried on the same respective side of said trains; another suoli gate means located on theA other side of .said wagon-road, but von thesaine side ofsaidA railroad; a

trigger means also located. on the other side' .sidelof said wagon-ioad, .as the fiirst 'inen-H `tioned trigger meansyand adapted to be. operatedfby the trip .means carried by 4trains on that respective sideof said railroad; a fourth Vsuch gate means located on the opposi-te side of said wagon-road from the first-mentioned gate means and also yon the vopposite side of saidra-ilroad from the first mentioned gate'means; a` trigger means located on the oppositel side of said wagonvroad from the first mentioned trigger means, being also on the opposite side of said railroad Y from the first 4mentioned trigger means, said trigger means being adapted to be operated by the trip means carried on that respective side of said railroad; a chain sprocket meansadapted to embrace the trigger means and gate vmeans .on one'side of said railroad whereby 'operation of saidtrigger means will close .said

Vgate means; another sprocket chain means f adapted to embrace the. trigger means yand gate means on the other side of said railf road; and radiallyarranged lever means constructed on all of said trigger `means adapted 4,to v.engage said trip means infgear tooth manner, whereby such trains in passing, will open said gate means thru the trigger means on the side of the wagonroad first approached and close same thru the trigger means on the other side of the wagon-road.

8. In railroad crossing gate controls, a trip means extending downwardly from and adapted to be carried by railroad trains etc.; a conventional railroad crossing gate means located adjacent a railroad and wagon-road crossing, on one side of the wagon-road; a trigger means located on the same side of said wagon-road adapted to be operated by said trip means; another such gate means located on the other side of said wagon road; a trigger means also located on the other side cf said wagonroad; adapted to be operated by said trip means; independent sprocket means axially secured to each of said trigger means and said gate means; and an endless chain belt means adapted to embrace all of said sprocket means in typical working manner, said belt means being crossed between the different sides of said wagon-road, whereby the direction of the gate means and trigger means on one side of the wagon-road will be opposite from the gate means and, triggery meanson the other side of said road so that trains approaching from either direction will operate the trigger means, which it first embraces, to close said gates while such train is passing.

4. In railroad crossing gate controls, a trip means extending downwardly from and adapted to be carried by railroad trains etc., a conventional railroad crossing gate means located adjacent a railroad and wagon-road crossing, on one ,side oi the wagon-road; a trigger means located Von the a same side of said wagon-road adapted to be operated by said trip means; another such gate means located on the other side of said wagon-road; a trigger means also located on the otherV side of' said wagonroad, adapted to be operated by said trip means; independent sprocket means axially secured to each of said trigger means and said gate means; an endless chain belt means adapted to embrace all of said sprocket means in typical working manner, said belt means being crossed between the different sides of said wagon-road whereby the direction of oscillation of the gate means and trigger means on one side of the wagon-road will be opposite from the gate means and trigger means on the other side of said road so that trains approaching from either direction will operate the trigger means, which it first embraces, to close said gate means while such train is passing; and tunnel means in the wagonroad structure adapted to contain the lower portions .of said chain belt means,

5. In railroad crossing gate controls, a trip means extending downwardly from and adapted to be carried by railroad trains etc.; a conventional railroad crossing gate means pivoted adjacent a railroad and wagon-road crossing, on one side of the wagon-road; a trigger means pivoted on the same side of said wagon road adapted to be operated by said trip means; another snch gate means pivoted on the other side of said wagon-road; a trigger means also pivotcd on the other side of said wagonroad; independent sprocket means axially secured to each of 'said trigger means and said gatefmeans; an endless chain belt means adapted to embrace all of said 'sprocket means in 'typical working manner, said belt means being crossed between the dilferent sides of said wagon-road, whereby the movement of the gate means and trigger means on one side of4 the wagon-road will be opposite from the gate means and trigger means on the other side of said road, so that trains approaching from either direction will operate the trigger means, which it first embraces, to close said gate means while such train is passing, idler pulley means adapted to guide said chain belt under said vwagonroad; and a tunnel means vunder the snrface. of sait wagon road adapted to contain the cross ot said chain belt, and said idler pulley means.

6. ln railroad crossing gate controls, Ya conventional railroad crossing gate means pivoted adjacent a railroad and wagon-road crossing, on one side of the wagon-road; a trigger means, pivoted on the same side of said wagon-road, having two radially arranged prongs; another such gate means arranged on the other side of said wagonroad; another 'such trigger means also arranged on the other side of said wagonroad; a trip means extending from trains etc. passing along said railroad, and adapted to engage said prongs in rack toothv manner, and oscillate same; and a chain belt means adapted to transmit motion from said trigger means to said gate means, `said belt means being oppositively wrapped on the respective gate means and trigger means, whereby a trainapproaching with said trip means in either direction, will close said gate means thru the first engaged trigger means and open same thru the last engaged trigger means. g

7. In railroad crossing gate controls, a trip means extending downwardly on each side of a railroad train or the like and adapted to be carried thereby; a conventional railroad crossing gate means located adjacent a railroad and wagon-road crossing on one side of the wagon road, and on one side or" the railroad; a trigger means located on the same side of said wagon-l road and said. railroad and adapted to be operated by the trip means carried on the same respective side of vsaid trains, another` such gate means located on the other side of said wagon-road, but on the same side of said railroad; a trigger means also located on the other side of said wagon-road, but on the same side of said railroad and adapted to be operated by the trips carried by said trains on the same respective side of said railroad, a third such gate means located on the other side of said railroad, but on the same side of said wagon-road as the first mentioned gate means; a trigger means also located on the other side of said railroad, but on the same side of said wagon road, as the first mentioned trigger means and adapted to be operated by the trip means carried by trains on that respective side of said railroad; a fourth such gate means located on the opposite side of said wagon road from the iirst mentioned gate means and also on the opposite side of said railroad from the first mentioned gate means; a trigger means located on the opposite side'of said wagon-road from the first mentioned trigger means, being also on the opposite side of said railroad from the first mentioned trigger means, said trigger means being adapted to be operated by the trip means carried on that respective side of said railroad; a chain sprocket means adapted to embrace the a trigger means and gate means on one side of said railroad whereby operation of said trigger means will close said gate means; and another sprocket chain means adapted to embrace the trigger means and gate means on the other side of said railroad, whereby operation of said triggers will close said gate means.

8. In railroad crossing gate controls, conventionally pivoted gate arms; chain sprocket means axially secured thereto; trigger means adapted to be actuated by the normal travelling movements of railroad trains etc.; chain sprocket means axially secured to said trigger means; and a continuous belt means adapted to engage both of said sprocket means so that the actuation of said trigger means will correspondingly operate said gate arms; and' light means pivoted to said arms, having their light outlets covered by the same in the vertical position thereof, said light means being adapted to be oscillated on their pivots and hang with said outlets below said arms in the horizontal position thereof.

9. In railroad crossing gate controls, a conventional railroad crossing gate means pivoted adjacent a railroad and wagonroad crossing, on one side of the wagonroad; a trigger means, pivoted on the same side of said wagon-road, having two radially arranged prongs; another such gate means arranged on the other side of said wagon-road; another such trigger means also arranged on the' other rside of said'y wagon-road; a trip means extendingN from trains etc., passing. along said4 railroad,and` adapted to vengage saidprongsin rack tootlr manner, and oscillate same; a :chain beltl means adapted to transmit? motion from said trigger means tov saidgate means,4 saidbelt means being oppositively wrapped on the respective gate means and trigger means, whereby a train approaching with said trip means in either direction will close said gate means thru the first engaged trigger means and open same thru the last engaged trigger means; and light means pivoted to the arms of said gate means and having their light outlets covered by said arms in the open position of same, said outlets being adapted to suspend-below said arms by gravity, in the closed position of said arms.

10. In railroad crossing gate controls, a trip means extending downwardly on each side of a railroad train or the like, and adapted to be carried thereby; a conventional railroad crossing gate means located adjacent a railroad and wagon-road crossing on one side of the wagon-road, and on one side of the railroad; a trigger means located on the same side of. said wagonroad and said railroad and adapted to be operated by the trip means carried on the same respective side of said trains, another such gate means located on the other side of said wagon-road, but on the same side of said railroad, a trigger means also located on the other side of said wagon-road, but on the same side of said railroad and adapted to be operated by the trips carried by said trains on the same respective side of said railroad, a third such gate means located on the other side of said railroad, but on the same side of said Wagon-road as the first mentioned gate means; a trigger means also located on the other side of said railroad, but on the same side of said wagon-road, as the first mentioned trigger means and adapted to be operated by the trip means carried by trains on that respective side of said railroad; a fourth such gate means located on the opposite side of said Wagon-road from the first mentioned gate means and also on the opposite side of said railroad from the first mentioned gate means; a trigger means located on the opposite side of said wagon-road from the first mentioned trigger means, being also on the opposite side of said railroad from the first mentioned trigger means, said trigger means being adapted to be operated by the trip means carried on that respective side of said railroad; a chain sprocket means adapted to embrace the trigger means and gate means on one side of said railroad whereby operation of said trigger means will close said gate means; another sprocket chain means adapted to embrace the trigger means and v gate means on the other side of said railroad, whereby operation of said triggers will close said gate means; and light means pivoted to the arms of said gate means and suspend below said arms in the horizontal position thereof by which said outlets are 10 uncovered. y

In testimony whereof, I have hereunto set my hand on this the 20th day of October, 1924, A. D.

IsAAc s. oHAvER. 

